Locomotive saddle structure



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LocoMoTIvE SADDLE 'STRUCTURE Filed'n. "1a., 1922 sheet-513mm' 2 JEFE? y mym H. W. sNYEF-a ET AL LQCOMOTVIVE SADDLE STRUCTURE mi EL w25.

Filed Deb. 18, 1922 5 sheetsmsneeiffs" ylili liti' i considerably simplified.

Patented Apr. 2l, 1925a Nrrao STATES 1,534,423 PATENT orifice.

Hnannar W. snrnna aan ALBERT zr. rownsnnn; or LIMA, onio.

LOCOMOTIVE SADDLE STRUCTURE.

Application led December 18, 1922. Serial No. 607,517.

To @ZZ 'whom` t may concern Be it known' that we, Hnnnnfr W. SNYDER and ALBERT J. TowNsnNn, citizens of the United Statesboth residing` at Lima, in the county of Allen and State of Ohio, United States of America, have invented certain new and useiul Improvements in Locomotive Saddle Structures, of which thc following 1s a s citication.

. ur invention relates to locomotive saddle structures, and is especially concerned w1th ifprovisions for taking care of the exhaust steam. y

Heretotore, it has been the general practice Lto combine the locomotive cylinder, steam chest or valve chest, saddle (or half of it), andthe exhaust passages all in. one single casting. This 1s a somewhat d1llicult thing to do, especially when the parts are made of cast steel; and in order to arrive at a design that can he fabricated in one casting, it is often necessary to make the size and shape of the exhaust passages quite dif- Jferent from what would be desirable for the best handling of the steam. Einhaust passages have to be taken ott the sides of the steal'n chest. and must be made rectangular in cross-section, or with sharp bends,--all ot which tends to restrict thc flow of the exhaust steam and so impose back pressure on the engine pistons. Through our invention, these drawbacks of present practice can be overcome: resistance to the flow of the exhaust steam can he reduced to a minimum, and the construction How these and other advantages can be realized through the invention willV appear from our description hereinafter ot the best construction embodying' it that is known to us. f

ln the d ravviuujs, Fig. 1 is a plan view of a yloculiiotivesaddle and associated parts conveniently emla'ulying our invention, the right-hand half ol the structure beingim horizontal section as indicated by the line l-wl in Fig. 2.

Fig. 2 is a rear end elevation, with the lett-hand half, of the structure in cross section.

Fig. 3 -is a side elevation, with the letthandflialf of the structure in longitudinal -section as indicated by the line 3--3 in Fig-2.

in the construction here illustrated. each 4main engine cylinder 5 and 'its valve cest 6 are cast in one piece with one another and with the structure et' the ports 7, 7 interconnecting them, as well as with the corresponding;a lateral haltl 8 oi' the saddle,-the two saddle halves 8, 8 being flanged and bolted together at 9 in the usual way. :is shown, the ports 7, 7 are almost straight and of minimum length, so that the resistance which they offer to passage of live or exhaust steam between valve chest and cylinder is minimized. The rela-tively thin, hollow webs 11,

11 containing the ports 7, 7 are substantially cylinder and valve chest walls and the vertical transverse wehs 11. 11 and 12 already mentioned` each saddle half 8 comprises various vertical and horizontal fore and aft webs and flanges 1G, 17 and transverse webs and flanges 18, etc., all united and interconnected in the one castingr as usual-,2 The par- 'ticular structure here shown being intended for equipment with piston valves (as already intimated), the valve chest 6 is provided with a flanged lateral connection 19 at its middle for a pipe to supply-live steam between the valve heads, ete., as usual.

As shown, each saddle halt 8 has the usual integral' cylindrically curved saddle weband flanges 20, to seat the locomotive smoke box (not shown) and afford means for securing it. In the midst 'of the combined structure I20, 2O are a pa1r,of conting'uous oblong flange-lipped exhaust openings 22, 22, one in each saddle halt' 8, 'for delivering the exhaust steam from the corresponding cylindersv 5, 5 to the superjaceut exliaustuozzle (not shown) in the locomotiveI smoke hex (not shown). ntegral with each saddle structure half 8 are exhaust passages or conduits 24, 24, united at the corresponding discharge openin 22, but branching alittle below it and tienee extending fore and aft (and a little to one side) to corresponding erhaust-receivingir openings 25, 25 in the saddleends 12, 12. The passages 24, -24'co1nbine the exhaust V'from the two ends of the correspending gilnet .lend transmit the same to the exhaust nozzle, as will he readily unlerstood.

Instead of being led oll 'from the valve chest 6 through passages within the saddle structure 8, as heretol'ore. the exhaust is conveyed lronithe valve. chest to the pas sages 24, 2l at the outside of the saddle ends l2. l2. A\s here shown, the steam is so conveyed by means of separate conduit structures securedv and connected between the valve chest' (i and the saddle openings 25, 25. ln the present instance, each of these conduit structures is itself made in` two parts: a deep, externally flanged head 27 or 2S, fitting and secured to the open end of the valve chest (3 over its liner ll. and provided with au oval tlanged lateral outlet neck 29; and a llanged elbow il() or Ill, similarly oval atv one end lor connection to the neck 29, and gradually curving and changing in cross sect ion to correspond to the less flat oval of the passages 24. 'l lVA As shown, the front valve chest head 2T has au opening with a` removable cover 232 (aligned and corresponding with the here ot the valve chest- G) to permit removal ot' the valve (not shown), upon occasion, without dist'urhanee of the connections; and this cover has a curved inner wall il?) opposite the lateral neck 29 for directing the [low 0l exhaust steam to the latter smoothly and without eddies. This head 32 may also be l'noif'ided with a lateral neck connection 8l for supplying ai. exhaust steam feed water heater (not shown). The. rear valve chest head Q8 has a similarly curvedl wall 35, anl carries the usual rearward extending valve stem cross head guide structure 3G, as well as the gland box 37 for the valve stem pat-.h ing (not shown). One of the rear elbows 81 is provided with a flanged neck eonneetion 38 for admitting exhaust steam -trom the locomotive booster engine (or other auxiliaries) to the corresponding saddle passage 24 along with that from the rear end of the corresponding main cylinder Il", new, the course of the exhaust steam is traced on Figs. l. 2 and 3 from either end of each main valve chest G to the exha'ust nozzle opening 22 in tne top of the saddle 8, it will be seen that the passage Q7, 10 (or 2S, 3l), 24 is everywhere of ample area. free and unrestricted, of well-roiuuled shape (except at the rectangular delivery op ning 22), with a minimun number ot' curves or bends, all easy and well rounded. The steam taken by the conduit structines is led oft' endwise from the Valve chest 6 instead of laterally, .so that the most ample area of passage for it is provided without such abrupt changes in direction and narrow passages as would be entailed by a lateral connection similar to that at 7. l?.

wWe make no claim herein to the valveA stem guide, the same being made the sub ject matter of divisional applieaticn, Serial No. 16265, tiled March 18th, i923.

lVhat we elaini is:

l. A loromotive saddle :structure comprising a main valve chest and openings in the saddle 'for rerriving the exhaust steam, with means outside ot thil saddle ends. to trout and rear, l'or ronveyiug the exhaust from the ends ol' said valve ehest to said saddle passages.

A lmeoinotive saddle structure comprising a main valve chest with opt-n ended bore for a piston valve7 and openings in the saddle for receiving the exhaust steam; together with separate exhaust conduit structures secured over the ends of said bore and roniurted to said saddle openings.

8. A locomotive saddle structure compris-- ing a main valve. chest with open ends projertiug beyond the saddle ends and saddle openings for receiving the exhaust steam, with means for taking the `xhaust steam l'rom said open valve chest. ends and conveying the same to said saddle openings.

lt, A. one-pieee locomotive saddle structure comprising a main valve chest and openings in the saddle Jfor receiving the eX- haust steam7 together with separate exhaust conduit means secured and connected between said valve chest and said saddle exhaust openings.

5. A locomotive cylinder and saddle construction comprising, as one part, a cylindeiI and a valve chest with their interconnecting ports, and saddle passages for comhining the exhaust from the two cylinder ends and transmitting the same to the exhaust nozzle; together with separate exhaust conduit means seeured and connected between said valve chest. and said saddle exhaust passages.

G. A locomotive cylinder and saddle eonstruction comprising, as one part. a cylinder and a valve chest with their interconnecting ports, and saddle passages for combining the exhaust from the two cylinder ends and transmitting the same to the exhaust nozzle; together with separate exhaust Conduit structures secured over the ends of said valve chest and connected to said saddle exhaust passages.

T. loeoinotive saddle structure having passages for combining the. exhaust. steam from the main cylinder ends, with means for conveying the exhaust to said passages having a connection for admitting exhaust steam from other cylinders into the saddle along with that from the main cylinder.

8. A one-piece locomotive cylinder and saddle structure comprising a main valve chest and exhaust-receiving openings in the saddle ends for` connection to said Valve chest by separate conduit means.

9. A. locomotive cylinder and saddle strueture comprising a cylinder and a Valve chest lllO with their intelermlwetng ports, and saddle passages for combining the exhaust from the two eyhnder ends opening at the enfh of the saddle, 'ux' connection to Suid .nwe Chest by separate conduit means.

l0. A hkfmnotve cylinder und saddle structure mnnlnsing a `cylinder and un open ended vulve chest wth their interconnecting ports, am! sndd1e'1'mssuges for eombning the exhaust from the two cylinder ends 10 opening at the ends of the saddle, for connection to the' open ends of said valve chest by separate cnduit means.

El In testimony whereof, We have hereunto signed our names.

HERBERT W. SNYDER. I ALBERT J. TOWNSEND. 

